Inductrack III configuration—a maglev system for high loads

ABSTRACT

Inductrack III configurations are suited for use in transporting heavy freight loads. Inductrack III addresses a problem associated with the cantilevered track of the Inductrack II configuration. The use of a cantilevered track could present mechanical design problems in attempting to achieve a strong enough track system such that it would be capable of supporting very heavy loads. In Inductrack III, the levitating portion of the track can be supported uniformly from below, as the levitating Halbach array used on the moving vehicle is a single-sided one, thus does not require the cantilevered track as employed in Inductrack II.

This is a continuation-in-part of U.S. patent application Ser. No.12/233,205, titled “The Inductrack III Configuration—A Maglev System forHigh Loads,” filed Sep. 18, 2008.

The United States Government has rights in this invention pursuant toContract No. DE-AC52-07NA27344 between the United States Department ofEnergy and Lawrence Livermore National Security, LLC.

BACKGROUND OF THE INVENTION

1. Field of the Invention

The present invention relates to magnetic levitation, and morespecifically, it relates to inductrack systems.

2. Description of Related Art

Inductrack is a completely passive, fail-safe magnetic levitationsystem, using only unpowered loops of wire in the track and permanentmagnets (arranged into Halbach arrays) on the vehicle to achievemagnetic levitation. The track can be in one of two configurations, a“ladder track” and a “laminated track”. The ladder track is made ofunpowered Litz wire cables, and the laminated track is made out ofstacked copper or aluminum sheets. There are two prior art designs: theInductrack I, which is optimized for high speed operation, and theInductrack II, which is more efficient at lower speeds.

Inductrack was invented by a team of scientists at Lawrence LivermoreNational Laboratory, headed by the present inventor, physicist RichardF. Post, for use in maglev trains. The only power required is to pushthe train forward against air and electromagnetic drag, with increasinglevitation force generated as the velocity of the train increases overthe loops of wire.

Its name comes from the word inductance or inductor; an electricaldevice made from loops of wire. As the magnet array (with alternatingmagnetic field orientations) passes over the loops of wire, it induces acurrent in them. The current creates its own magnetic field which repelsthe permanent magnets.

The Inductrack II variation uses two Halbach arrays, one above and onebelow the track to double the levitating magnetic field withoutsubstantially increasing the weight or footprint area of the Halbacharrays, while having lower drag forces at low speeds.

SUMMARY OF THE INVENTION

It is an object of the present invention to provide a magneticlevitation system suitable for transporting heavy loads.

This and other objects will be apparent based on the disclosure herein.

A new Inductrack configuration, herein referred to as “Inductrack III,”is described and is especially suited for use in transporting heavyfreight loads. Inductrack III addresses a problem associated with thecantilevered track of the Inductrack II configuration. The use of acantilevered track could present mechanical design problems inattempting to achieve a strong enough track system such that it would becapable of supporting very heavy loads. In Inductrack III, thelevitating portion of the track can be supported uniformly from below,as the levitating Halbach array used on the moving vehicle is asingle-sided one, thus does not require the cantilevered track asemployed in Inductrack II. U.S. patent application Ser. No. 12/233, 205,titled “The Inductrack III Configuration—A Maglev System For HighLoads,” filed Sep. 18, 2008, is incorporated herein by reference.

The new configuration also provides additional advantages over theInductrack I configuration in that it makes it possible to increase thelevitation efficiency (Newtons levitated per Watt of drag power) byfactors of two or three for high-loads, and by even larger factors (fouror five in typical cases) in low-load situations. Such a situation wouldoccur in transporting loaded containers from a container ship to aninter-modal distribution center, and then returning the unloadedcontainers to the seaport.

In addition to increasing the levitation efficiency for both high- andlow-load situations, the Inductrack III configuration permits a majorreduction in the gap increase at low load. A large increase in gap isendemic to the Inductrack I configuration when it experiences a largereduction in the load it is carrying, such as would be the case for thecontainer-ship service function described in the previous paragraph.

A further advantage of the new configuration is that it allows thedual-use of the “generator” section of the Inductrack III Halbacharrays. That is, the necessary windings for a linear synchronous motor(LSM) drive system could be piggy-backed on either side of the trackassembly, where they would couple tightly to the strong transverse fieldcomponent of the dual Halbach array that comprises the generatorsection.

Another embodiment of the present invention employs mechanicallyadjustable bias permanent magnets to levitate a controlled portion ofthe load, thereby still further reducing the drag power compared to asimple Inductrack I system. The concept could also be employed tofurther increase the levitation efficiency of an Inductrack II system,with the adjustability feature being employed to optimize theperformance.

BRIEF DESCRIPTION OF THE DRAWINGS

The accompanying drawings, which are incorporated into and form a partof the disclosure, illustrate embodiments of the invention and, togetherwith the description, serve to explain the principles of the invention.

FIG. 1A shows a prior art Inductrack II dual-Halbach-arrayconfiguration.

FIG. 1B shows an embodiment of the present invention in which thepolarization of the vertically oriented dual Halbach array “generator”can be arranged either to reduce, or to increase, the current induced inthe track relative to that which would be induced by the horizontallyoriented Halbach arrays acting alone.

FIG. 2 shows an embodiment of the present invention that uses two setsof “single-sided” Inductrack III arrays.

FIG. 3 shows a “linear” embodiment having no bend in the track portionswhich overhang their respective support structure on the inboard side.

FIG. 4A shows a plot of drag power versus velocity for an Inductrack Iconfiguration for a levitated load of 35,000 kg.

FIG. 4B shows a plot of drag power versus velocity for an Inductrack IIIconfiguration (such as that shown in FIG. 3) for a levitated load of35,000 kg.

FIG. 5A shows a plot of drag power versus velocity for an Inductrack Iconfiguration for a levitated “return trip” load of 8000 kg.

FIG. 5B shows a plot of drag power versus velocity for an Inductrack IIIconfiguration for a levitated “return trip” load of 8000 kg.

FIG. 6A is a plot of the gap versus velocity for the 8000 kg load forthe same Inductrack I configuration as used in FIGS. 4A and 5A.

FIG. 6B is a plot of the gap versus velocity for the 8000 kg load forthe same Inductrack III configuration as used in FIGS. 4B and 5B.

FIG. 7 illustrates an aspect of the present invention that involves theuse of an adjustable set of “bias” permanent magnets (in the form ofmagnet bars or truncated Halbach arrays).

FIG. 8A shows a plot of drag power vs velocity for an Inductrack Iconfiguration having an 8000 kg load.

FIG. 8B shows a plot of drag power vs velocity for an Inductrack IIIconfiguration for an 8000 kg load.

FIG. 9A shows a comparison of drag power vs velocity comparing amodified Inductrack III configuration with a Davis formula for steelwheels on steel rails with a 35000 kg load.

FIG. 9B shows a comparison of drag power vs velocity comparing aModified Inductrack III configuration with a Davis formula configurationall at a 8000 kg load.

FIG. 10 shows a monorail embodiment of the present invention.

DETAILED DESCRIPTION OF THE INVENTION

The invention is a new Inductrack maglev configuration that isespecially adapted for use with a laminated track when heavy loads areto be carried. In such situations, the use of the dual-Halbach-array ofthe Inductrack II configuration, some embodiments of which are describedin U.S. Pat. Nos. 6,633,217 and 6,664,880, both incorporated herein byreference, which requires a cantilevered track, presentsmechanical-support problems associated with that track configuration.Cantilevering requires that the track be supported entirely by clampsapplied to one of its edges. The track itself thus must be stiff enoughto resist the bending moment that would be caused by its carrying aheavy load. Such mechanical stress problems would be alleviated by usingthe Inductrack I (single Halbach array) configuration, some embodimentsof which are described in U.S. Pat. No. 5,722,326, incorporated hereinby reference, where the load, being only exerted from above, allows thetrack to be supported uniformly from below, thus greatly alleviating themechanical support problem. However, the use of the Inductrack Iconfiguration alone carries with it substantially higher drag powerlosses than those of Inductrack II, owing to the fact that in theInductrack I configuration there is no way to reduce the drive currentrelative to the levitating field in order to optimize the levitationefficiency (Newtons/Watt) in the ways that are possible with InductrackII. In Inductrack II, one can vary the parameters of the lower Halbacharray relative to the upper one in order to optimize the levitationefficiency. The Inductrack III configuration, to be described, permitsthe use of a single-sided Halbach-array, while at the same timeproviding a means of controlling the levitation current in such a way asto optimize the levitation efficiency. Another feature of this inventionenhances the levitation efficiency when the load is reducedsubstantially below the normal (high) load that is to be carried. Thisfeature will be particularly valuable in cases where a maglev system isused to shuttle heavily loaded containers from a container freight shipto an inter-modal station, after which the train then returns empty orloaded only with empty containers. In such a case the overall energyefficiency of the round-trip is substantially enhanced. Examples oflaminated tracks are described in U.S. Pat. No. 6,758,146 incorporatedherein by reference.

In FIG. 4 of U.S. Pat. No. 6,664,880, reproduced here as FIG. 1A, thereis shown a modification of the normal Inductrack II, dual-Halbach-arrayconfiguration. In the modified version described in the patent, avertically oriented dual Halbach array “generator” (100, 102) isprovided as a means of controlling the current level induced in thelaminated track sections (104, 106) shown in the drawing. As shown inFIG. 1A, the vertically oriented “generator” Halbach arrays 100 and 102are located at the midplane of the track, where they induce currents intwo substantially L-shaped “flat-track” circuits 104 and 106, placedback-to-back between the magnets of these arrays. In this way one“generator” section is enabled to drive the levitating currents in twotrack circuit arrays at the same time. By splitting the track circuitsin this way, their inductance and resistance is reduced, and theirmechanical rigidity is also increased. The generator Halbach arrays maybe oriented in other than the L-shaped configuration with respect to thelevitator Halbach arrays 108 and 110. Not shown specifically on thefigure is the feature of the system that would allow an optimization ofthe levitating currents to fit a given situation, or that could be usedfor control of the levitation height. This feature would operate asfollows: By mechanically varying the spacing between the magnets of thevertically oriented Halbach arrays, the field between them can beincreased or decreased, thus varying the levitation current induced inthe two flat-track circuits. An embodiment of the present inventionclosely resembles the configuration shown in FIG. 1A, except that thehorizontal (levitating) dual-Halbach arrays are replaced by single-sidedarrays, thereby allowing the laminated track to be supported from below,rather than being cantilevered, as in FIG. 1A. In the new configuration,an embodiment of which is shown in FIG. 1B, the polarization of thevertically oriented dual Halbach array “generator” can be arrangedeither to reduce, or to increase, the current induced in the trackrelative to that which would be induced by the horizontally orientedHalbach arrays acting alone. Reducing the current would increase thelevitation efficiency; increasing it would allow a given area of arrayto carry a higher load than otherwise would be possible (at an increaseddrag power). The present invention is mainly concerned with the formercase, i.e., increasing the levitation efficiency by reducing the inducedcurrent. Although substantial gains in levitation efficiency arepossible through this invention, the levitation of a given load willrequire a larger area of levitating arrays than is the case withInductrack I so that magnet costs, weights and area constraints willeventually impose an upper limit to the efficiency gains that arepractical.

As shown in FIG. 1B, the horizontal (levitating) portions 112 and 112′of the track are supported by a uniform support structure 110, which ispresented as just one example of a type of support that could be used.Notice that support structure 110 is not cantilevered. While FIG. 1Bshows a case where the levitating arrays 116 and 116′ are horizontal,there are cases where the angle between the “generator” arrays 118 and118′ and the levitating arrays 116 and 116′ would differ from 90° so asto provide “dihedral-angle” stabilization against lateral motions. Insuch cases, the angle between the vertical (generating) portions 114 and114′ of the track and the horizontal portions will be set at about thesame dihedral-angle as that between the generator arrays and thelevitating arrays.

The vertical Halbach arrays 118 and 118′ are configured to inducecurrents in the vertically oriented portions 114 and 114′ respectivelysuch that these currents are opposite in polarity to the current inducedby the horizontal (levitating) portions 112 and 112′. The total currentin each track is the sum of the vertical track current and thehorizontal track current. The total amount of current affects thelevitation force that is exerted. Referring still to FIG. 1B, consider acase where the levitating Halbach array 116 is configured to induce intrack portion 112 a larger absolute value of current than that producedby Halbach array 118 in track portion 114. As the weight of the load oncarrier 119 increases, the gap between levitating Halbach array 116 andtrack portion 112 becomes smaller. When the gap becomes smaller, therepelling force between Halbach array 116 and track portion 112 becomeslarger, inducing a larger current in that track, while the oppositelypolarized current in track portion 114 remains the same. Thus, the totalvalue when the current in track portion 112 is added to the relativelynegative (bucking) current in track portion 114 will increase toaccommodate a heavier load. When the weight of the load decreases, thegap will increase, causing the current in track portion 112 to decrease.Thus the combined currents in both track portions will decrease as thegap increases, which will prevent the carrier 119 from being lifted tothe level it would be lifted to without the negative current providedfrom track portion 114. Since the levitation Halbach arrays now onlyhave to be located above the track, the support structure can extendfrom all parts of the levitation track to the ground and the area of thelevitating Halback arrays and the associated track portions can beincreased. The track can be non-cantilevered, as shown in FIG. 1B, incontrast to that shown in FIG. 1A. If, e.g., the area of the levitatingHalbach array and associated track portions are doubled, the currentrequired to lift the car is cut in half. This reduces the drag. Thiseffect can be utilized to increase the efficiency of the system. Thearea of the horizontal track portions and the corresponding levitationHalbach arrays can be increased. Without the bucking effect of thevertical Halbach arrays, the car will ride too high when the load isdecreased. With the bucking effect, the area of the levitation arrayscan be increase and the bucking arrays will prevent the cars from ridingtoo high when the load is decreased.

FIG. 2 shows an embodiment of the present invention that uses two setsof “single-sided” Inductrack III arrays 120 and 122; one is on the rightside of the train car, and one is on the left side, to provide bothlevitation and lateral stabilization. This alternate configurationpossesses improved constructional and operational advantages relative tothe double-sided array shown in FIG. 1A. The angle between levitationarrays 120 and 122 provides stabilization against lateral motion. Thetrack portions 124 and 124′ that are beneath the levitation arrays areuniformly supported by support structure 126. Dual Halbach arrays (128,128′ and 130, 130′) are attached to the train car (not shown) and eachdual array surround the vertically extending portion of track (124,124′). Dual Halbach arrays 128, 128′ and 130, 130′ are configured toinduce the bucking current discussed above.

A simplified version of the embodiment of FIG. 2 is shown in FIG. 3. Inthis “linear” embodiment there is no bend in each track portion 140 and142, and the tracks overhang their respective support structure 144 and148 on the inboard side of each track. The overhanging track portionsare located between a double Halbach array 150, 150′ and 152, 152′, toaccomplish the current control needed to improve the efficiency of thesingle-sided levitation Halbach array. Again, the dihedral angle of thetwo tracks provides centering forces when the train car is in motion.

In all of the three configurations shown in FIGS. 1B, 2 and 3, thepossibility exists for combining the levitation function of the assemblywith a propulsion function based on the Linear Synchronous Motor (LSM)concept. Since the dual-Halbach-Array “generator” has a strongtransverse field, it is ideally suited to couple to an appropriatelydesigned set of LSM windings. If the gap between the two Halbach arraysof the dual array allows, the LSM windings can be collocated with thetrack itself by forming two zig-zag patterns of windings, on either sideof the “generator” end of the track and spaced far enough from the tracksurfaces to limit the inductive coupling between the LSM windings andthe track circuits. Since the currents in the winding legs on oppositesides of the track flow in the same direction, the magnetic fields fromthe two winding legs tend to cancel each other in the region betweenthem, thus still further reducing the inductive coupling between the LSMwindings and the track circuits. Another embodiment extends the dualHalbach array in length and locates the LSM windings so that they arecoplanar with the track but lie at the far end of the array. To minimizeeddy current losses in the return-circuit portion of the track, the dualHalbach array could be broken into two arrays, with a gap between themwhere the return-circuit portion of the track is located.

To provide quantitative examples of the improved levitation efficiencyof the Inductrack III configuration, as compared to an Inductrack Isystem with the same levitating Halbach array, a computer code waswritten, based on modification and extension of previously developedcodes. The results from this code clearly show the possibility ofincreasing the levitation efficiency (reducing the drive-powerrequirements) by factors of two to three. It was found, as was expected,that a greater relative reduction in drive-power occurred on the“return-trip,” i.e., the unloaded portion of a container-hauling trip,when the train car returns, carrying empty containers, from deliveringloaded containers to an inter-modal station. For heavily loadedcontainers this latter feature represents a substantial additionaleconomic gain (from reduced power costs) as compared to the Inductrack Iconfiguration if it were to be employed to perform the same function.

FIG. 4A shows a plot of drag power versus velocity for an Inductrack Iconfiguration for a levitated load of 35,000 kg. Drag acts to oppose themotion of an object. FIG. 4B shows a plot of drag power versus velocityfor an Inductrack III configuration (such as that shown in FIG. 3) for alevitated load of 35,000 kg. FIG. 5A shows a plot of drag power versusvelocity for an Inductrack I configuration for a levitated “return trip”load of 8000 kg. FIG. 5B shows a plot of drag power versus velocity foran Inductrack III configuration for a levitated “return trip” load of8000 kg.

The computations of FIGS. 4A through 5B assumed the use of a laminatedtrack made up of 7 sheets of 3.175 mm thick copper, adding up to a totalthickness of 25 mm. The width of the levitating portion of the track is75.0 cm. The wavelength of the Halbach arrays in both cases is 0.5meters. The levitating area is 3.6 m² for the Inductrack III case, and a1.5 m² for the Inductrack I case. As can be seen, the drag power for theInductrack III high-load case is less than 50 percent of that for theInductrack I case, and in the low-load case it is only about 25 percentof the Inductrack I case. The cases shown are representative ones only;even higher gains could be achieved, limited only by cost and weightissues associated with the need for increasing the area of thelevitating magnets.

In addition to the gains in levitation efficiency possible withInductrack III as compared to Inductrack I, there is another aspect oftheir relative performance that can be important in those cases where,as in the examples given, there is a large ratio between the loaded andunloaded weights. As noted previously, this would be the case whentransporting loaded containers from a sea port to their destinationdepot, and then returning the containers, unloaded, to the port. In thecase of Inductrack I, the levitation gap would be much larger on thereturn trip than that for the loaded trip. Such a large gap differencebetween the loaded and unloaded cases could result in problems thatwould complicate the design. In Inductrack III, the levitation gapchange between high-load and low-load conditions can be made to be muchless than is possible with Inductrack I. FIG. 6A is a plot of the gapversus velocity for the 8000 kg load for the same Inductrack Iconfiguration as used in FIGS. 4A and 5A. FIG. 6B is a plot of the gapversus velocity for the 8000 kg load for the same Inductrack IIIconfiguration as used in FIGS. 4B and 5B. Note that the gap in theInductrack III case rises to only about 50 percent of that forInductrack I, which rises from a high-load value (not shown) of 2.5 cm.to 8.0 cm in the low-load case.

As discussed above, levitation efficiency can be improved substantiallyover that of an Inductrack I system by incorporating a dual-Halbacharray alongside the single Halbach array of an Inductrack I system. Theadded Halbach array is polarized so that its transverse field ismaximized, acting to reduce the current induced in the track andresulting in a higher levitation efficiency. It also acts to limit thechange in gap with change in load. This latter feature aids in theimplementation of a further improvement to the system described below.

FIG. 7 illustrates an aspect of the present invention that involves theuse of an adjustable set of “bias” permanent magnets (in the form ofmagnet bars or truncated Halbach arrays). These magnets, typicallymounted alongside the Halbach arrays of the Inductrack III system, areattracted upward to a steel plate that comprises an element in themaglev “track” assembly. Here the word “adjustable” as applied to thisnew set of magnets refers to the fact that by adjusting the gap betweenthe bias magnets and the iron plate, the fraction of the levitated loadcan be set and optimized, either in the “high-load” or the “low-load”case. In the context of the use of Inductrack III for containersunloaded from a container ship, “high-load” refers to transport ofloaded containers from ship-side to an inter-modal station, while“low-load” refers to the return trip to the port, carrying back unloadedcontainers. In the figure, car body 160 is supported by suspensionsprings 162 and 164 which are each attached to a levitating Halbacharray 166 or 168. A rigid member 170 such as a rod or plate is attachedat one end to array 166 and at the other end to array 168. Two rigidmembers 172 and 174 are attached to rigid member 170 (in thisembodiment, about equidistant from the center of rigid member 170).Another rigid member 176 with vertically extending ends is attached tothe ends of rigid members 172 and 174; however, this attachment allowssome relative movement, e.g., a slight rotational movement, between theends of rigid members 172, 174 and rigid member 176. Another rigidmember 178 is attached to the bottom of car body 160 and rigid member176. In this embodiment, rigid member 178 is located at about the centerof the underside of the car body 160. Attached at the ends of rigidmember 176 are bias permanent magnets 180 and 182. A cross-sectional orend view of the track and supporting structure are also shown in FIG. 7.Tracks 184 and 186 are supported by support structure 188 and 190respectively. In this embodiment, rigid support members 192 and 194 areattached to support structures 188 and 190 respectively. Rigid supportmembers 192 and 194 support iron plates 196 and 198 respectively.

Adjustment of the gaps of the biasing magnets could be accomplished invarious ways. For example, it could be automatic, in the sense that aspring-loaded lever arm built into the “bogies” carrying the levitationmagnets would move in response to the imposition (or removal) of a heavyload. The response to the removal of a heavy load could either be toincrease the gap of all of the bias permanent magnets, or to increasethe gap of a sub-set of all the magnets, so that a smaller number ofmagnets remain effective in adding to the levitation provided by theInductrack III system. FIG. 7 illustrates schematically this embodimentof the alternatives. The drawing shows how the depression of thesuspension springs as a result of heavier loading results, through leveraction, in reducing the gap between the bias permanent magnets and theiron plate in the track assembly to which they are attracted. Thegreater the loading on the car, the further down the bottom of the carbody pushes rigid member 176, resulting in a lever action that forcesthe bias magnets up, increasing the levitating force. For simplicity anInductrack I Halbach array is shown, rather than the Inductrack IIIconfiguration; however, the concepts involved in this aspect of theinvention can be applied to any one of the three versions of Inductrack.

Another embodiment makes these adjustments by a hydraulic (orelectromagnetic) system activated by the engineer or another member ofthe train crew, at the time of loading or unloading the train cars. Thebasic principle involved here is to assign a portion of the liftingforce to a set of bias permanent magnets, thereby reducing the draglosses associated with the currents induced in the track of theInductrack system, of whatever type. Levitation stability is maintainedby insuring that the effective positive stiffness of the Inductracksystem exceeds the negative stiffness of the bias permanent magnets overthe allowed range of displacement of the levitating magnets (as set bythe guide wheels that operate to support the load before levitationoccurs).

Note also that the bias permanent magnets can be employed to providelateral centering forces, achieved by sizing the iron plate dimensionsso as to insure that edge effects between the bias magnets and the ironplate give rise to substantial centering forces.

The computer code that was written to model the Inductrack IIIperformance, as discussed above, was modified to include the extralevitation from a set of bias permanent magnets in the form ofrectangular bars made of NdFeB magnet material. Alternatively, atruncated Halbach array could be employed to achieve the same result,but with improved magnet efficiency compared to simple rectangular bars.A second goal of the computations was to show that at operating speeds(50 to 100 mph) the levitation efficiency of the new system could bemade to be substantially higher than that of a conventionalsteel-wheel-on-steel-rail system (modeled by the “Davis Formula” asdescribed in the “Standard Handbook for Mechanical Engineers,” 7thEdition, Ed. Baumeister and Fuller).

To illustrate the gains in levitation efficiency that can be expectedwith the modified Inductrack III configuration we will refer to earlierfigures. FIGS. 4A and 4B respectively plot the calculated drag powerlosses as a function of speed for a loaded (35,000 kg) Inductrack Isystem and an unmodified Inductrack III system, showing a factor-of-twoimprovement in levitation efficiency achieved in this case. FIGS. 5A and5B show similar comparison plots for unloaded (8000 kg) cases.

To show further the major additional improvement possible with the useof adjustable bias magnets, FIGS. 8A and 8B respectively show plots ofloaded and unloaded cases for the modified Inductrack III configuration.Superposed on these plots are drag power losses for the same loads ascalculated from the Davis Formula. It can be seen that, except at verylow speeds, the modified Inductrack III configuration has substantiallylower drag power losses than the steel-wheel-on-steel-track (Davisformula) predictions. Operationally, compared to steel-wheel-steel-railsystems this reduced drag loss could amount to a major savings inelectricity costs, assuming both systems are electrically driven.

Note from FIGS. 8A through 9B that when the modified Inductrack IIIsystem is compared to the simple Inductrack I configuration, a reductionin drag losses by a factor of order 20 is achieved, with, in this case,a corresponding major reduction in drive power electrical costs anddrive system capital costs, whether the drive is provided through LSMmotors on each car or through the use of a locomotive to drive manycars.

FIG. 10 shows a monorail embodiment of the present invention. A track200 includes a levitation portion 202, a first current adjusting portion204 and a second current adjusting portion 206. A first Halbach array208 is located directly above and spaced apart from the levitationportion 202 of track 200. Generator Halbach arrays 212 and 214 operatesimilarly to Halbach arrays 130′ and 130 of FIG. 2. Likewise, generatorHalbach arrays 216 and 218 operates similarly to Halbach arrays 128′ and128′ of FIG. 2. Levitation portion 202 of tract 200 is supported bysupport structure 220.

Accordingly, the present invention includes a system, comprising amovable object; a first Halbach array attached to said object; a secondHalbach array attached to said object; a first track comprising a firstlevitation portion in operative proximity to said first Halbach arraysuch that upon movement of said object, a first levitation force with begenerated between said first Halbach array and said first levitationportion; a second track comprising a second levitation portion inoperative proximity to said second Halbach array such that upon saidmovement of said object, a second levitation force with be generatedbetween said second single-sided Halbach array and said secondlevitation portion; a substantially uniform support structure supportingsaid first levitation portion and said second levitation portion suchthat they are substantially uniformly supported; and means for adjustingsaid first levitation force and said second levitation force. The firsttrack may further comprise a first current portion electricallyconnected to said first levitation portion, wherein said second trackmay further comprise a second current portion electrically connected tosaid second levitation portion.

In one embodiment, the means comprises a third Halbach array and afourth Halbach array, wherein said third Halbach array and said fourthHalbach array are in a parallel spaced orientation and are each attachedto said object and configured such that said first current portion ofsaid first track and said second current portion of said second trackare located between said third Halbach array and said fourth Halbacharray.

In another embodiment the means comprises a third Halbach array, afourth Halbach array, a fifth Halbach array and a sixth Halbach array,wherein said third Halbach array and said fourth Halbach array are in aparallel spaced orientation and are each attached to said object andconfigured such that said first current portion of said first track islocated between said third Halbach array and said fourth Halbach array,wherein said fifth Halbach array and said sixth Halbach array are in aparallel spaced orientation and are each attached to said object andconfigured such that said second current portion of said second track islocated between said fifth Halbach array and said sixth Halbach array.The uniform support structure may comprise a first uniform supportstructure and a second uniform support structure, wherein said firstuniform supports said first levitation portion, wherein said seconduniform support structure supports said second levitation portion,wherein said first current portion overhangs said first uniform supportstructure and said second current portion overhangs said second uniformsupport structure, wherein there is substantially no angle between saidfirst levitation portion and said first current portion and whereinthere is substantially no angle between said second levitation portionand said second current portion.

In one embodiment, the means comprises a first biasing magnet and asecond biasing magnet, wherein said first biasing magnet and said secondbiasing magnet are attached to said movable object, wherein said meansfurther comprises a first iron piece and a second iron piece bothfixedly attached relative to said support structure and respectively areproximately and operatively positioned near said first biasing magnetand said second biasing magnet. In one exemplary embodiment, the firstbiasing magnet and said second biasing magnet are mechanicallyadjustable to move toward or away from said first iron piece and saidsecond iron piece respectively as a load on said movable objectincreases or decreases to add to or subtract from said first levitationforce and said second levitation force respectively. In a modificationof this embodiment, said first biasing magnet together with said firstiron piece and said second biasing magnet together with said second ironpiece are configured to provide lateral centering forces, wherein saidfirst iron piece comprises a dimension sized to insure that edge effectsbetween said first biasing magnet and said first iron piece give rise toa centering force and wherein said second iron piece comprises adimension sized to insure that edge effects between said second biasingmagnet and said second iron piece give rise to a centering force.

Embodiments provide that said first levitation portion and said secondlevitation portion are oriented at a dihedral angle with respect to eachother to provide a centering force when said object is in motion. Itshould also be recognized that said first track is laminated and whereinsaid second track is laminated and further, that a linear synchronousmotor (LSM) drive system can be attached to at least one of said firsttrack or said second track, wherein said LSM comprises LSM windings andsaid first track and said second track comprises track windings, whereinsaid LSM winding are collocated with said track windings and further,wherein said LSM windings are spaced far enough from said track windingsto limit inductive coupling between said LSM windings and said trackwindings.

Various mechanisms are described for adjusting said first levitationforce and said second levitation force. For example, said means canproduce a current upon said movement, wherein said means can reduce saiddrive current relative to at least one of said first levitating forceand said second levitation force in order to optimize levitationefficiency. An aspect provides that said means can vary a parameter atleast one of said third Halbach array and said fourth Halbach array tooptimize levitation efficiency. An aspect provides that said means canvary a parameter at least one of said third Halbach array, said fourthHalbach array, said fifth Halbach array and said sixth Halbach tooptimize levitation efficiency. An aspect provides that said means canchange the relative magnetic field polarization directions of said thirdHalbach array and said fourth Halbach array either to reduce, or toincrease, the current induced in at least one of said first track andsaid second track relative to that which would be induced by at leastone of said first Halbach array and said second Halbach array actingalone. An aspect provides that said means can change the relativemagnetic field polarization directions of said third Halbach array andsaid fourth Halbach array either to reduce, or to increase, the currentinduced in said first track relative to that which would be induced bysaid first Halbach array acting alone, and wherein said means can changethe relative magnetic field polarization directions of said fifthHalbach array and said sixth Halbach array either to reduce, or toincrease, the current induced in said second track relative to thatwhich would be induced by said second Halbach array acting alone.

It should be understood that methods for operating the above describedsystems are within the scope of the present invention as well as aremethods for making the above described systems.

The foregoing description of the invention has been presented forpurposes of illustration and description and is not intended to beexhaustive or to limit the invention to the precise form disclosed. Manymodifications and variations are possible in light of the aboveteaching. The embodiments disclosed were meant only to explain theprinciples of the invention and its practical application to therebyenable others skilled in the art to best use the invention in variousembodiments and with various modifications suited to the particular usecontemplated. The scope of the invention is to be defined by thefollowing claims.

We claim:
 1. An apparatus, comprising: a first track comprising a firstlevitation portion and a first current adjusting portion; a firstHalbach (HB) array spaced from, by a first gap, and about parallel with,said first levitation portion for producing a first current in saidfirst track, wherein there is no other Halbach array located on the sideof said first levitation portion that is directly opposite with respectto said first Halbach array; a second Halbach array spaced from andabout parallel with said first current adjusting portion for producing asecond cur t in said first track, wherein said first current and saidsecond current are opposite in polarity; a second track comprising asecond levitation portion and a second current adjusting portion; athird Halbach array spaced from, by a second gap, and parallel with,said second levitation portion for producing a third current in saidsecond track, wherein there is no other Halbach array located on theside of said second levitation portion that is directly opposite withrespect to said third Halbach array; and a fourth Halbach array spacedfrom and parallel with said second current adjusting portion forproducing a fourth current in said second track, wherein said thirdcurrent and said fourth current are opposite in polarity, wherein uponmovement along said track, said first Halbach array will levitate abovesaid first levitation portion and said second Halbach array willlevitate above said second levitation portion.
 2. The apparatus of claim1, wherein said first current adjusting portion and said second currentadjusting portion are about parallel to form a parallel track portion,wherein said second FIB array and said fourth HB array are aboutparallel and located en opposite sides of said parallel track portion.3. The apparatus of claim 2, wherein said second HB array and saidfourth HB array are configured so that their transverse field ismaximized, acting to reduce the current induced in said first levitationportion and said second levitation portion resulting in a higher overalllevitation efficiency of said apparatus.
 4. The apparatus of claim 1,wherein said first current adjusting portion together with said secondHB array and said second current adjusting portion together with saidfourth HB array are altogether configured to operate as a linearsynchronous motor, wherein said LSM comprises LSM windings and whereinsaid first track and said second track comprise track windings, whereinsaid LSM windings are collocated with said track windings.
 5. Theapparatus of claim 1, wherein said first track and said second trackeach comprise laminated windings.
 6. The apparatus of claim 1, furthercomprising a carrier fixedly attached to said second HB array and saidfourth HB array.
 7. The apparatus of claim 1, further comprising a.uniform non-cantilevered support operatively fixed to support said firstlevitation portion and said second levitation portion.
 8. The apparatusof claim 7, wherein said support comprises a dihedral angle that narrowstoward said second HB array and said fourth HB array to provide acentering force between said second Halbach array and said fourth HBarray.
 9. The apparatus of claim 7, wherein said first current adjustingportion and said second current adjusting portion overhang an edge ofsaid support.
 10. The apparatus of claim L further comprising a fifth HBarray located about parallel with said second HB array and located onthe opposite side of said first current adjusting portion with respectto said second HB array.
 11. The apparatus of claim 1, furthercomprising means for changing a parameter of at least one of said thirdHalbach array and said fourth Halbach array to optimize levitationefficiency.
 12. A method utilizing the apparatus of claim 1, the methodcomprising translating said first Halbach array together with said thirdHalbach array along said first levitation portion and said secondlevitation portion, respectively.
 13. The method of claim 12, wherein afirst repelling force exerted between said first levitation portion andfirst Halbach array increases as said first gap between them decreasesand vise versa and wherein a second repelling force exerted between saidsecond levitation portion and third Halbach array increases as saidsecond gap between them decreases and vice versa.
 14. The method ofclaim 12, wherein the sum of the current in each of said. first trackand said second track increases as said first gap and said second gapdecrease, respectively, and vice versa.
 15. The method of claim 12,wherein said first current adjusting portion and said second currentadjusting portion are about parallel to form a parallel track portion,wherein said second HB array and said fourth HB array are about paralleland located on opposite sides of said parallel track portion.
 16. Themethod of claim 15, wherein said second HB array and said fourth MBarray are configured so that their transverse field is maximized, actingto reduce the current induced in said first levitation portion and saidsecond levitation portion resulting in a higher overall levitationefficiency of said apparatus.
 17. The method of claim 12, wherein saidfirst current adjusting portion together with said second HB array andsaid second current adjusting portion together with said fourth HB arrayare altogether configured to operate as a linear synchronous motor,wherein said LSM comprises LSM windings and wherein said first track andsaid second track comprise track windings, wherein said LSM winding arecollocated with said track windings.
 18. The method of claim 12, whereinsaid first track and said second track each comprise laminated windings.19. The method of claim 12, further comprising a carrier fixedlyattached to said second HB array and said fourth HB array.
 20. Themethod of claim 12, further comprising a uniform non-cantileveredsupport operatively fixed to support said first levitation portion andsaid second levitation portion.
 21. The method of claim 20, wherein saidsupport comprises a dihedral angle that narrows toward said second HBarray and said fourth HB array to provide a centering force between saidsecond Halbach array and said fourth HB array.
 22. The method of claim20, wherein said first current adjusting portion and said second currentadjusting portion overhang an edge of said support.
 23. The method ofclaim 12, further comprising a fifth HB array located about parallelwith said second HB array and located on the opposite side of said firstcurrent adjusting portion with respect to said second HB array.
 24. Themethod of claim 12, further comprising changing a parameter of at leastone of said third Halbach array and said fourth Halbach array tooptimize levitation efficiency.
 25. An apparatus, comprising: a firsttrack comprising conductive windings; first support for supporting saidfirst, track; a first iron piece fixedly attached to said first support;a second track spaced apart from said first track and comprisingconductive windings; a second support for supporting said second track;a second iron piece fixedly attached to said second support; a carrier;a first Halbach array attached to said carrier and located directlyabove said first track to provide a first levitation force; a secondHalbach array attached to said carrier and located directly above saidsecond track to provide a second levitation force; a first biasingmagnet located directly below said first iron piece; and a secondbiasing magnet located directly below said second iron piece, whereinsaid first biasing magnet and said second biasing magnet are adjustablyattached to said carrier such that the greater the load on said carrierthe closer said first biasing magnet will be to said first iron pieceand the closer said second biasing magnet will be to said second ironpiece.
 26. The apparatus of claim 25, wherein said first biasing magnetand said second biasing magnet are mechanically adjustable to movetoward or away from said first iron piece and said second iron piecerespectively as a load on said carrier increases or decreases to add toor subtract from said first levitation force and said second levitationforce respectively,
 27. The apparatus of claim 25, wherein said firstbiasing magnet together with said first iron piece and said secondbiasing magnet together with said second iron piece are configured toprovide lateral centering forces, wherein said first iron piececomprises a dimension sized to insure that edge effects between saidfirst biasing magnet and said first iron piece give rise to a centeringforce and wherein said second iron piece comprises a dimension sized toinsure that edge effects between said second biasing magnet and saidsecond iron piece give rise to a centering force.
 28. A method utilizingthe apparatus of claim 25, the method comprising translating said firstHalbach array and said second Halbach array along said first track andsaid second track, respectively.
 29. The method of claim 28, furthercomprising mechanically adjusting said first biasing magnet and saidsecond biasing magnet to move toward or away from said first iron pieceand said second iron piece respectively as a load on said carrierincreases or decreases to add to or subtract from said first levitationforce and said second levitation force respectively,
 30. The apparatusof claim 28, wherein said first biasing magnet together with said firstiron piece and said second biasing magnet together with said second ironpiece are configured to provide lateral centering forces, wherein saidfirst iron piece comprises a dimension sized to insure that edge effectsbetween said first biasing magnet and said first iron piece give rise toa centering force and wherein said second iron piece comprises adimension sized to insure that edge effects between said second biasingmagnet and said second iron piece give rise to a centering force.